Compound engine



6 Sheets-Sheet 1.

(No Model.)

G. S. STRONG.v GUMPOUND ENGINE.

Manassas:

me onlus PirEns co., moro-uma, wAsnlNsroN, mA c.`

` 6 Sheets--Sheet 2.

(No Modl.)

G s'. STRONG. f GOM'POUN'D ENGINE.

Patented June 21, 1892.

FIG# 2.

(No Model.) 6 Sheets-Sheet, 3. G. S. STRONG.

-COMPOUND ENGINE. N0. 477,279. Patented June 21, 1892.

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(No Model.) 6 Sheets-Sheet 4.

G. S. STRONG. f

GOMPOUND ENGINE.

No. 477,279. Patented June 21, 1892.

G. S. STRUNG. GOMPOUND ENGINE.

6 SheetsfSheet 5.

(No Model.)

No.'477,279. Patented'June 2-1, 1892.

(No Model.)

COMPOUND ENGINE.

Non

Patented June 21 Ufnvenifo r:

n1: noms Farias cul, mum-mk UNITED STATES PATENT OETTCE.

. GEORGE S. STRONG, OF NEW YORK, N. Y., ASSIGNOR TO JAMES N. GAMBLE, v OF CINCINNATI, OHIO.

coMPoUND ENGINE.

SPECIFICATION forming part of Letters Patent No. 477,279, dated June 21, 1892. Application led July 7,1891. Serial No. 398,669. (No model.)

To all whom it may concern:

Be it known that I, GEORGES. STRONG, of the city and county of New York, State of New York, haveinvented a certain new and useful Improvement in Compound Engines, of which the following is a true and exact description, reference being had to the accompanying drawings, which form a part of this specification.

Io My invention relates to the construction and operation of compound engines, and has for itsobject to simplify at once the const-rue# tion and operation of such engines.

The nature of my improvement will be best understood as described in connection'with the drawings in which they are illustrated, and in which-` Figure 1 is a front elevation of myimproved device adapted for use in connection with a zo locomotive. Fig. 2 is a side elevation showing the front end of the locomotive on a central longitudinal section, so as to exhibit the receiver interposed between the high and low pressure cylinders. Fig. 3 is a plan View of z 5 the casting embodying the two cylinders, valve-chamber, &c. Fig. 4 is a cross-sectional View taken on the line y g/of Fig. 1, the valves being shown in their central position, so as to exhibit the amount of lead given to them.

3o Figs. 5, 6, and 7 are views of the valves and valve-chambers, taken on the same sectional plane as in Fig. 4, but exhibiting the valves in various positions.

A indicates the locomotive-boiler.

A is the steam-supply pipe leading from the boiler to the engine-cylinder.

A2 is the shell surrounding the smokebox at the front end of the boiler.

B is the smoke-box proper, into which open 4o the tubes of the boiler and from which leads the smoke-stack of the engine.

C is a corrugated cylinder, the inside of which forms the smoke-box B and between which and the shell A2 is formed the annular chamber D D', the two portions of this chamber being separated by a partition C', extending nearly to the top of the annular chamber, but between which and the ring C2 at the bottom of the smoke-stack a passage is formed 5o leading from the chamber D to the chamber D.

E and E' are respectively the high and low pressure cylinders constituting the compound engine and which, as shown, are set in line with each other or tandem, the pistons in each 5 5 cylinder being secured to the same piston-rod, as shown in Fig. 4. Imay here note that the construction of the common cylinder-head and its combination with the two cylinders, as shown in Fig. 4, forms the subject-matter 6o of another application for Letters Patent 'filed by me May 5, 1891, Serial No. 391,473.

F is a piston-valve chamber, or rather two chambers, (indicated by the letters F and F2,) formed in the same casting as the cylinders E and E', the two chambers being divided by the cylindrical portion 15, the one marked F pertaining to the high-pressure cylinder and the one marked F2 to the low-pressure cylinder, but both in my preferred construction 7o forming, essentially, a single cylinder-chamber together with the interposed cylindrical portion 15. The chamber F is provided with the steam admission or entrance port 1, connecting the chamber with apassage M, formed 7 5 in the casting, and which passage is connected at M'with the steam-pipe A. On each side of the passage or port 1 chamber F has steam- `ports 2 and 3, connecting, respectively, with the passages 8 and 9, leading to the ends of 8o the low-pressure cylinder, and outside of the two passages 2 and 3 are the exhaust-passages 4 and 5, also connecting with the passages 8 and 9, as shown.

Outside of the ports 4 and 5 are what I may 85 call the supplemental exhaust-ports 6 and 7, both leading into the chamber or passage N, which connects at N with the receiver D D', and in eect forms a part of the said receiver. 9o The chamber F2 has a steam admission orv entrance port 10 in its c enter connected with a passage O, leading from the receiver D D' and the side D'. On each side of port 10 lie the admission-ports 11 and 12, leading, re- 95 spectively, to the two ends of the lowfpressure cylinder, and outside `of the ports 11 and 12 .are the ports 13 and 14, leading into the exhaust-passage P, which at P enters the smoke-box B through the blast-pipe P2, situated beneath and in line with the smoke-stack of the engine.

IOO

In the chamberF' is a spool-ad mission valve G G', secured to a spindle II, and on each side of said valve are other valves J and J', secured to a sleeve-spindle I, which surrounds the spindle I-I, and I prefer that the said valves should be thus independently secured to independent spindles, because by this construction a variation in the cut-off of the high pressure can be effected without changing the motion of the valves J and J', which regulate the exhaust.

In Figs. 5 and (5 the valves are shown in the respective positions they occupy in admitting steam to the left and right hand ends of the high-pressure cylinder, and in Fig. 7 I have shown the central admission-valve G G' as having cut off the admission of steam to the 'right-hand end of the high-pressure cylinder lat a point inadvance of that where the cutoff would occur where all the valves move together, as shown in Figs. 5 and 6.

To the extent above described and with the exception of its connection with a receiver the valve-chamber F and the valves working in it are also described in another application for Letters Patent filed by me July 7, 1891, Serial No. 398,670, and the novel features of the said arrangement are not claimed in this application because they are covered by claims made in my other case.

Referring now to the valve-chamber F2, L lL' is a spool-admission valve by which the port10 is connected alternately with the ports 11 and 12, and reciprocally the ports 11 and 12 connected with the exhaust-passages 13 and 14. The steam entering valve-chamber F2 through port 10 is the exhaust-steam from the high-pressure cylinder, being drawn from the `receiver already described into Which the said exhaust opens, and the valve L L' is connected with the valves J J', so as to move with them,because the admission to the low-pressure cylinder should take place simultaneously with the exhaust from the high-pressure cylinder and in the same direction that the high-pressure steam is admitted to the hi gh-pressure cylinder. Preferably the valve L L' is secured to the same valve-spindle Ias the valve J J', and although, of course, a fixed partition could be set up between the chambers F' and F2, I prefer to use what I may call a partition-valve K, also attached to the sleeve-spindle I and moving in the cylindrical portion 15, which separates the chambers F and F2, the length of the cylinder 15 being such as to permit the full travel of valve K without making any opening between the two chambers or between the ports 7 and 13.

The receiver of the engine may be said to consist of the passage N, the annular chamber or chambers D D', and the passage O. I am aware that it is not new With me to so arrange the receiver that it shall receive heat from thc gases issuing into the smoke-box; but I believe the construction I have shown and described and by which the annular con nected chambers D D' surround the smokebox is new and an improvement. The steam enters the bottom of chamber D, passes up around cylinder C to the top of the partition C', over which it passes to the top of chamber D', in which chamber it passes down around cylinder C to the ad mission-port of the low-pressure cylinder, the function of the partition C' being to compel the exhaust-steam to pass over the whole surface of the cylinder C before it reaches the admission-port of the low-press` ure cylinder, and of course the fact that by my arrangement of the cylinders,valvecham bers, and ports they can all be formed in a single casting and cheaply and readily prepared for service will be apparent and is the construction which I have illustrated.

Having now described my invention, `lwhat I claim as new, and desire to secure byLetters Patent, is-

1. In combination with the two cylinders of a compound engine, the piston-valve chambers F', having a steam-admission port 1, delivery-ports 2 and 3, leading to the high-pressure cylinder, and exhaust-ports 4c and 5, connected with the delivery-ports, as described, valves G G' and J J', operating in valve-cha1n ber F', as described, a receiver connected with the exhaust of the high-pressure cylinden'a piston-valve chamber F2, having a steam-ad mission port 10, connected with the receiver 4and ports 11 and 12, leading to the ends of the low-pressure cylinder, and a valve VL L', working in said chamber F2, substantially as and for the purpose specified.

2. In combination with the two cylinders of a compound engine, the piston-valve chambers F', having a steam-admission port 1, delivery-ports 2 and 3, leading to the high-press ure cylinder, and exhaust-ports 4 and 5, connected with the delivery-ports, as described, valves G G and J J', operating in valve-chamber F', as described, a receiver connected with the exhaust of the higlrpressure cylinder, a piston-valve chamber F2 in line with chamber F', having a steam-admission port 10, con- IOC IIO

nectcd with the receiver and ports 11 and 12,

leading to the ends of the low-pressure cylinder, and a valve L L', working in said chamber F2 and attached to the same valve-spindle as valves J J', substantially as and for the purpose specified.

3. In combination with the two cylinders of a compound engine, the piston-valve chambers F', having a steam-admission port 1, delivery-ports 2 and 3, leading to the high-pressure cylinder, and exhaust-ports 4 and 5, connected with the delivery-ports, as described, valves G G' and J J', operating in valve-chain ber F', as described, a receiver connected with the exhaust of the high-pressure cylinder, a piston-valve chamber F2, forming a continuation of chamber F' and separated therefrom by a cylindrical connection 15, said chamber having a steam-admission port 10, connected IIS with the receiver and ports 11 and 12, leading to the ends of the low-pressure cylinder,a valve L L', Working in said chamber F2 and attached to the same valve-spindle as valves J J', and a partition-valve K, also attached to the same spindle and Working in cylinder'l, all substantially as and for the purpose specified.

4. In combination with the two cylinders of a com/pound engine arranged in line or tandem,'the continuous piston-valve chamber F, comprising portions F' F2, separated by a plain cylindrical portion 15, a steam-admission port 1 in the center of portion F', delivery-ports 2 3, one on each side of port 1, exhaust-ports 4 5, lying outside of ports 2 3 and connected like said ports with ports 8 and 9, leading to each'end of the high-pressure cylinder, exhaust-ports 6 7, lying outside of ports 5 6 and connecting With a receiver, a steamadmission port 10, midway of chamber F2 and connected with the receiver, ports 1l and 12 on each side of said port l0 and leading to the respective ends of the low-pressure cylinder, exhaust-ports 13 and 14, lying outside ports 11 and l2, an independently-actuated admis- GEORGE S. STRONG.

Witnesses:

J. W. BEACH, JOSHUA MATLACK, '.Tr, 

